B727 CREW STARTED APCH WITH THE RPTR RWY RVR BELOW THE LNDG MINIMUMS ON RWY 10R AT PDX.

Narrative

PIC; SHORT LEG (SEA-PDX) AFTER FLYING ALL NIGHT. CLR WX WITH FOG PATCHES AND LIGHT E WINDS (LNDG RWY 10L&R). ATIS DESCRIBED VISUAL APCHS. CHKED IN WITH APCH CTL AND TOLD TO EXPECT RWY 10R. SUBSEQUENT CALL QUERIED OUR RVR REQUIREMENTS (1800 FT RVR). WE WERE THEN TOLD THAT RWY 10R RVR WAS 1400 FT TOUCHDOWN; 5000 FT MID; 6000 FT ROLLOUT. WE ACKNOWLEDGED AND WERE THEN ASKED IF WE WANTED THE ILS OR REMAIN WITH VISUAL. WE KEPT THE VISUAL. 5 MI OUT; WE WERE ASKED IF WE WANTED RWY 10L (WHICH WAS CLR). WE DECLINED. AS EXPECTED; VISIBILITY BECAME POOR; BUT CTRLINE BECAME VISIBLE IN TIME TO EFFECT THE LNDG. REMAINDER OF ROLLOUT AND TAXI WAS NORMAL. NO FURTHER DISCUSSION WITH ATC OR BTWN COCKPIT CREW. THE SEEDS FOR THIS EVENT WERE SOWN MANY WKS EARLIER (SAME CREW FOR 2 MONTHS). MARGINALLY CAPABLE CAPT EASILY INTIMIDATED AND DEFENSIVE; BECAME COMBATIVE AND PUNITIVE WHEN ANY INCORRECT; ABNORMAL SIT WAS IDENTED. POOR COMMAND PRESENCE. CRM NOT FOSTERED. COCKPIT ATMOSPHERE HAD EVOLVED TO MINIMIZE COM. CHKLISTS WERE READ. OCCASIONAL HINTS WERE GIVEN. THEY WERE USUALLY UNHEEDED. WITHOUT COLLABORATIVE ENVIRONMENT; THE TAKE ACTION LINE RECEDED TO EVENTS THAT WERE DANGEROUS. LEGAL AND EFFICIENT CONCERNS WERE PERSONALLY NOTED; BUT NOT OFFERED. MOST SIMPLE SOLUTION IS TO REQUIRE LESS DUTY TIME (MORE REST). EVEN LACKLUSTER CAPTS WOULD PERFORM BETTER.